Instruction Manual for

NAPIER 297
TURBOCHARGER

NAPIER Turbochargers

Publication TB 2972 ( Issue 2) July 2005

Printed in England
 AMENDMENT ISSUE REGISTER

To register the incorporation of an amendment to this Manual, sign against the appropriate Amdt
number and insert the date of incorporation.

Amdt Page Number Name Signature Date

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
 FOREWORD
This Instruction Manual is provided in support of equipment supplied by NAPIER Turbochargers. It is
designed to provide information, advice and guidance to the owner/operator on the operation and routine
maintenance of the equipment.
The equipment supplied is complex which is intended for use only by professionally trained operators. The
owner/operator should therefore ensure that all operators are properly trained for the operation and
maintenance of the equipment assigned to them. All operators and routine maintenance staff must have
ready access to a copy of the Instruction Manual. Further copies can be obtained from NAPIER
Turbochargers.
The instructions set out in this Manual assume that operators have a general understanding of the
requirements for safe operation of mechanical and electrical equipment in potentially hazardous
environments involving either gas or liquid fuels. These instructions therefore should be interpreted and
applied in conjunction with the safety rules and regulations applicable at the site and the particular
requirements for operation of other equipment at the site.
The final decision for operating the equipment at the site in a safe and responsible manner rests entirely with
you as the owner/operator. This involves many factors outside NAPIER’s knowledge and control, and
therefore NAPIER is unable to accept (and hereby disclaims) any liability (whether based on breach of
contract, warranty or statutory duty, negligence or otherwise) for damage or loss of any kind which may be
incurred as a result of applying the information or advice contained in this Manual.
No additional representations or warranties by NAPIER regarding the equipment or its use are given or
implied by the issue of this Manual. The rights, obligations and liabilities of NAPIER and the owner/operator
are strictly limited to those expressly provided in the contract relating to the supply of the equipment.
The information set out in this manual has been developed from NAPIER’s standard equipment build
specification. Where possible at the time of publication, information has been included in respect of
modifications to that equipment which are specific to that contract and for additional equipment manufactured
by others. The timing of publication and the ongoing nature of design improvements can mean however, that
features of the equipment supplied will be different from those shown in this publication. No liability is
accepted by NAPIER for errors, omissions or discrepancies of this nature.
Because of variations in equipment build, it is important that owners/operators should only replace
components with spare parts which are identical to the original or contain modifications approved by
NAPIER. When ordering parts always quote the turbocharger serial number and the specification of build.
NAPIER accepts no responsibility under its warranty or otherwise for defects, damage or injury which result
from the use of repair or replacement parts not approved by NAPIER.
This manual must be maintained for the life of the equipment supplied. Updates issued by NAPIER in the
form of specific Amendments or more generally published as Service Bulletins will be distributed to the
engine builder and they are responsible for the distribution to the end user and should be incorporated
without delay for future reference.
The data, drawings and other information contained in this manual are confidential proprietary information of
NAPIER. They are disclosed in confidence to the owner/operators of the equipment supplied by NAPIER
under the contract solely for their use in the operation and maintenance of that equipment. No licence is
granted for the manufacture of replacement equipment or components or other purposes. The contents of
this manual shall not be copied or disclosed to third parties without written authorisation of NAPIER.

 Copyright
NAPIER Turbochargers 2000

Confidential. No part of this publication may be reproduced or copied in any form or manner (including
electronic, mechanical, photocopying, recording translating or other information retrieval system) without
prior written authority of the copyright owner.
 INFORMATION
The manual is compiled on a loose leaf system. Due to modification of equipment or
changes in technique it is occasionally necessary to amend the manual. The
amendments are numbered serially and issued to the engine builder who should
ensure that they are distributed to the end user without delay for incorporation into the
manual.
Full instructions for incorporation and recording are given with each amendment and,
because of the importance of keeping the manual up to date, it is recommended that
amendments are incorporated without delay in all copies.
As occasion demands, “Service Bulletins” are issued, these contain recommendations
either of an urgent or general nature and it is recommended that instructions are
implemented and the bulletin filed with the manual for subsequent reference.
Personnel should be aware and be familiar with the Safety Instructions to be observed
when operating or maintaining the turbocharger and equipment before operating or
maintaining the equipment. In addition, attention is drawn to conditions which under
certain circumstances can be injurious to health and safety, by the insertion of notices
in the manual under the headings of “WARNING”, “CAUTION” or “NOTE”. A
“WARNING” is given when failure to observe the instruction could result in risk of
health and injury to personnel. A “CAUTION” is given where failure to observe the
instruction could result in damage to the equipment. A “NOTE” is used for emphasis or
the provision of information of particular importance.
The NAPIER Turbochargers Customer Support Department is always at the disposal
of users. Never hesitate to consult us on any problem or difficulty which arises; it may
save time and expense if expert attention is given promptly. We shall be pleased to
give all possible assistance no matter how small the difficulty.
Note:
SPECIAL INFORMATION ON TOOLS & SERVICING.
The Parts List includes parts for the turbocharger. It should be recognised that many of
these items, although included in the Parts List, may not be fitted without the use of
Specialist Tools & Equipment.
For Turbocharger users who are unable to affect changeout of some of these items,
we Strongly Recommend the use of suitably qualified staff which NAPIER
Turbochargers can provide on site. Alternatively, Cartridge Exchange Units are
available for ease of maintenance.
Further details are available on request from:

NAPIER Turbochargers
Customer Service Department
P.O. Box 1
Lincoln. LN5 7FD
England

Tel:- +44 (0)1522 516633

Fax:- +44 (0)1522 516669
e mail:- enquiry@napier-turbochargers.com
 Safety Instructions

SAFETY INSTRUCTIONS

1 Introduction

The safety instructions in this manual are given for information and guidance and are provided in
the interest of safety of personnel and the installation. NAPIER Turbochargers cannot accept
responsibility either for the manner in which they are observed or for any consequence of failure to
observe them.

Personnel must become thoroughly familiar with the safety instructions and must observe these
instructions throughout all procedures. Maximum safety of personnel must be of primary
importance, followed closely by protection of equipment from damage. Careful observation of the
instructions for safe equipment operation will also result in minimizing hazards to personnel.

These instructions in no way override local procedures and regulations when operating and
maintaining the installation. Statutory and local requirements, codes of working practices, safety
and/or health precautions must be observed.

This equipment has been designed and constructed so as to be safe and without risks to health “
When properly used for the purpose for which it was designed, and in accordance with the
manufacturers recommendations”.

It is important that the equipment should be INSTALLED, OPERATED AND MAINTAINED by, or
under the supervision of competent qualified staff. Acceptable standards of engineering practice,
recommendations contained in this manual, and any instructions specifically advised by the
company, with particular reference to information marked on the equipment, must be employed in
these activities.

NOTE: You are requested to take such steps as are necessary to ensure that any
appropriate information relevant to our products is made available by you, to
anyone concerned in the installation, operation and maintenance of the contract
supplied equipment.

Safety instructions also include procedures to be observed in the event of certain operating
malfunctions.

Personnel must understand and apply the safety precautions contained within this section
during any relevant phase of operation or maintenance. They are not related to any specific
procedures and are not repeated elsewhere in the manual.

2 General Directives

Location and content of Warnings, Cautions and Notes

Warnings and cautions are located directly above the text to which they relate and are intended to
emphasize critical or important information. They tell the reader what he must do to avoid the
danger. Any necessary background information follows the initial instruction.
 Safety Instructions

Directive on safe operation

A preliminary walk-round safety inspection of the site should be carried out before beginning any
procedures: this inspection should also include any other equipment which may be peculiar to the
installation. Any actual or potential hazard must be corrected before proceeding.

The equipment is designed to provide safe and reliable operation, when properly used.

Close observation of the following directives will aid in the prevention of trouble and will ensure
satisfactory operating performance to design standards. The order of listing is not intended to
indicate the measure of importance: each item is important to overall safety and satisfactory
operation.

3 Operational hazards

Pre-start

Before starting the turbocharger ensure that no maintenance operation is being conducted, and
personnel are clear of the air inlet and exhaust, and that any loose articles, cleaning materials,
tools etc. have been removed.

Before operating the turbocharger understand the operating procedures and system functions
thoroughly. Know and understand all indicators, normal indications and operating limits.

Be aware of possible malfunctions by studying the instructions supplied, and be prepared to take
appropriate action in the event of any emergency.

During operation

Stand clear of all pressure lines and fittings during the start.

Turbine speed and temperature are the best indication of performance. Should an abnormal
condition arise take the appropriate action.

When carrying out compressor or turbine wash procedures refer to the instruction manual to
ensure that limits are not exceeded.

Ensure that all drains and vents are kept clear during the wash procedure.

4 Maintenance hazards

Health hazard

Wear appropriate protective equipment (masks, goggles, gloves etc.) when using cleaning
solvents or solutions. Avoid skin contact with solvents or solutions. Should solution enter the eyes,
rinse immediately and seek medical attention.

Use all cleaning solvents, fuels, oils and adhesives in a well ventilated area. Avoid inhalation of
fumes.
 Safety Instructions

Procedural hazards

Determine if personnel are working on equipment in the area and whether such work is of a
hazardous nature that precludes work on other equipment.

Before disconnecting any pipelines (lubricating oil, water etc.) or dismantling components in situ
for maintenance, ensure that the applicable system pressure has been isolated at source,
pressure dissipated and the system vented. Ensure that there is no naked flame in the area.

Do not use fingers as guides when installing parts or to check alignment of bolts.

Cap all open lines and fittings during maintenance to prevent entry of contaminants into the
system. Ensure that all loose items such as nuts, bolts and washers are removed from the
installation and air intake areas before starting.

Tooling hazards

Improperly maintained tools and support equipment can be dangerous to personnel and can
damage turbocharger parts. Maintain tools and equipment in good condition to avoid unanticipated
failures.

Use tooling only for the purpose for which it was designed, and avoid abuse. Inspect for wear or
damage, and initiate appropriate action for immediate approved repair or replacement.

Use of lifting equipment (slings, cranes etc.)

Before using any lifting equipment, ensure:

i. The equipment is the correct type for the task.

ii. The equipment has valid test certificate and the safe working load is marked on the
equipment.

iii. Shackles, slings are in good condition.

Use of adhesives and jointing compounds

Before using adhesives and jointing compounds (particularly in confined spaces), check the
manufacturer’s instructions regarding injurious, offensive or inflammable fumes, risk of skin
disease etc.
 Introduction

NAPIER TURBOCHARGER

TYPE NAPIER 297

SPECIFICATION

Type Max. Permissible Speed Pressure Ratio Max. Turbine Inlet Weight
(R.P.M.) Temperature

NAPIER 297 SEE TURBOCHARGER TYPE 5:1 SEE TURBOCHARGER TYPE 777kgs
PLATE FOR DETAILS PLATE FOR DETAILS approx.

NAMEPLATES

The turbocharger has a name plate mounted on the main casing. The information shown on this
name plate is explained overleaf. (Example only)

NAPIER TURBOCHARGERS

TYPE: NAPIER 297 FRAME LETTER EJ

SPECIFICATION 4GS87B125M

SERIAL No. 700123

MAX. SPEED 29500 R.P.M.

650 0
MAX. TEMP C

ALTERATION RECORD

1 2 3 4 5 6 7 8 9 10 11 12 13
M
K 14 15 16 17 18 19 20 21 22 23 24 25 26
 Introduction

INFORMATION ON NAMEPLATE

TYPE:

This indicates the turbocharger type.

Example: NAPIER 297

FRAME LETTER:

Example: EJ

SERIAL No.

The turbocharger identification serial number.

Example: 700123

SPECIFICATION:

The turbocharger build reference specification.

Example: ( typical )

4GS 87B 125 M

Shroud and rotor blade designation

2.
Nozzle Throat area in cm

Design type

2.
Diffuser throat area in cm

Compressor capacity ( size & type)

MAX. SPEED:

Maximum permissible speed in R.P.M.

MAX. TEMPERATURE:

Maximum permissible turbine inlet temperature in C

ALTERATION RECORD:

Alteration numbers 1 to 26 are already printed on the plate. Any alterations affecting turbocharger
interchangeability will be indicated by obliterating the relevant numbers on the plate.
 Introduction

SPARE CARTRIDGE ASSEMBLIES

A turbocharger serial number followed by the symbol X e.g.( 700123X ) indicates an assembly
which has been built and supplied as a CARTRIDGE ASSEMBLY only.

Spare parts are supplied to the latest specification applicable to the particular turbocharger.
Customers will therefore appreciate, when checking the part numbers of spare parts supplied
against those ordered, that a difference in part numbers does not necessarily indicate that an
incorrect part has been supplied.

IT IS RECOMMENDED THAT ORDERS FOR SPARE PARTS QUOTE THE TURBOCHARGER

SERIAL NUMBER, SPECIFICATION, ITEM CODE NUMBER AS WELL AS THE DESCRIPTION
OF EACH PART, AS A SAFEGUARD AGAINST MISUNDERSTANDINGS AND INCORRECT
SUPPLY.

Enquiries to NAPIER should be directed to the following departments:

SPARE PARTS:-

TELEPHONE: + 44 (0) 1522 516622

FAX: + 44 (0) 1522 516669

SERVICE AND ORDERS:-

TELEPHONE: + 44 (0) 1522 516633

FAX: + 44 (0) 1522 516669

NAPIER Turbochargers, e-mail: enquiry@napier-turbochargers.com

P.O. BOX 1, 24HR EMERGENCY: + 44 (0) 7912 515754

LINCOLN,

LN5 7FD

or alternatively, contact one of our Service Network Centres around the World.
 USE
GENUINE

NAPIER PARTS
MANUFACTURED BY
NAPIER Turbochargers
 TABLE OF CONTENTS

CHAPTER 1 Construction

CHAPTER 2 Installation

CHAPTER 3 Operation

CHAPTER 4 Maintenance and Inspection

CHAPTER 5 Dismantling

CHAPTER 6 Table of Clearances

CHAPTER 7 Re-assembly

CHAPTER 8 Tool List

CHAPTER 9 Supplementary Information

CHAPTER 10 Spares and Servicing Facilities

 CHAPTER 1 CONSTRUCTION

1.1 Turbocharger Functions

1.2 Construction

1.2.1 Turbine Outlet Casing

1.2.2 Turbine Inlet Casing

1.2.3 Cartridge Assembly

1.2.4 Main Casing

1.2.5 Rotor Assembly

1.2.6 Bearings

1.2.7 Compressor Outlet Casing

1.2.8 Air Filter Silencer

 Construction

1.1 TURBOCHARGER FUNCTIONS

The function of a turbocharger is to use the exhaust gas energy of an internal combustion engine
(which would otherwise be wasted) to drive a turbine wheel and hence a compressor. The
compressor increases the pressure and density of the charge in the engine cylinder, thereby
increasing the power above that of a naturally aspirated engine.

Turbocharging has been shown to be the most successful method of reducing cost, weight and
space requirement of diesel engine installations, and is recognised as a reliable method of
improving their performance, efficiency and fuel consumption.

Fig. 1.1 Turbocharger Functions

The NAPIER 297 Turbocharger consists of a single stage axial-flow turbine and centrifugal air
compressor connected by a single rotor shaft supported on inboard bearings.

The exhaust gas discharged from the engine cylinders enters the turbine inlet casing and is
accelerated through a nozzle ring into the turbine blades, where the gas rotates the rotor shaft.
The gases then pass through the turbine outlet casing to an exhaust pipe into the atmosphere.

The air required by the engine is drawn through an air filter silencer or a compressor inlet casing,
and compressed by an impeller and diffuser into the compressor outlet casing. The air is then
forced into the engine combustion chamber.
 Construction

1.2 CONSTRUCTION

The NAPIER 297 turbocharger is an assembly of four casings bolted together, to house a single stage,
axial flow, exhaust gas driven turbine and a centrifugal air compressor, which are mounted on a single
shaft.

The turbocharger is mechanically independent of the engine to which it is applied, but it’s lubrication
may form part of the engine system or be provided from a separate source.

1.2.1 TURBINE OUTLET CASING

The air cooled turbine outlet casing is attached to the main casing and collects the exhaust gas from
the turbine and directs it to the exhaust outlet to which it is connected. The turbine outlet casing is fully
indexable allowing for a wide range of casing positions. Also fitted to the casing is the shroud ring.

1.2.2 TURBINE INLET CASING

The air-cooled turbine inlet casing is attached to the turbine outlet casing at one end and to the engine
exhaust pipes at the other. It also supports the nozzle ring assembly.

1.2.3 CARTRIDGE ASSEMBLY

Designed to aid servicing, the cartridge assembly is built up from the main casing, compressor outlet
casing, compressor insert, rotor assembly and bearings. The cartridge can be removed complete
leaving the turbine inlet and outlet casings attached to the engine allowing the unit to be serviced off
engine (Fig. 1.2). Nozzle servicing or replacement can also be carried out from the compressor end
with the cartridge removed.

1.2.4 MAIN CASING ASSEMBLY

The main casing forms the principle structure to which the other casings are attached. The forward
mounting foot is part of the main casing and mounts directly on to the engine and also functions as the
connection point for the lubricating oil inlet and outlets. The lubricating system can either be integrated
through the foot or through standard piped connections attached to the foot.

A seal plate is attached to the main casing and machined grooves form part of a labyrinth seal. Mating
grooves on the back of the impeller form the other part of the labyrinth seal. A controlled air supply
bled across the labyrinth seal pressurises the compressor end seal ring, the air is then transferred via
passages in the casing to the turbine end, cooling and pressurising the space between the main
casing and the cone. This air then pressurises the turbine end seal rings against oil leakage and
ingress of exhaust gasses. The air then passes across the face of the turbine blisc, cooling the blisc
before it passes into the turbine outlet to atmosphere.

1.2.5 ROTOR ASSEMBLY

This consists of a solid steel shaft, one end of which is a shrink fit on the hub of the turbine blisc.

NO ATTEMPT SHOULD BE MADE TO SEPARATE THE BLISC FROM THE SHAFT.

A pre-set seal ring is fitted into the impeller hub and two piston ring seals are fitted at the turbine end
of the shaft. The seals prevent oil leakage and exhaust gas ingress.

The rotor and seal rings are supported by the compressor and turbine end bearing housing
assemblies. Each major component of the rotor assembly is dynamically balanced before assembly.
After assembly the complete rotor is check balanced without the thrust collar fitted.
 Construction

Fig. 1.2 Removal of the Cartridge Unit

 Construction

1.2.6 BEARINGS
There are two bearing housings, both located onto the main casing assembly. They are used to
locate the turbine end journal bearing and the compressor end combined journal and minor thrust
bearings and to transfer lubricating oil to and from the bearings.

The major thrust bearing is fitted to the inboard end of the compressor end bearing housing this
pre-sets the rotor assemblies position, no adjustments are required. Seal ring positions are
automatically adjusted to the rotor’s position.

All bearings are hydrodynamic and are lubricated from the main engine supply or from an
independent source.

1.2.7 COMPRESSOR OUTLET CASING

Air is drawn through either an air filter silencer or air supply ductwork, which is attached to the
compressor outlet casing and discharged to the engine via the impeller and diffuser through a
flanged discharge connection.

1.2.8 AIR FILTER SILENCER

A combined air filter silencer is available for any installation in which the turbocharger is required
to draw air from the engine room.

The wire mesh filter element consists of two equal segmental panels, which are clipped together
forming a complete annulus between the front and rear casings. Six bolts on the exterior of the
silencer attach the filter to the compressor outlet casing periphery.

If the air supply is to be ducted to the turbocharger from outside the engine room, a compressor
inlet casing can be fitted in place of the air filter silencer.
 CHAPTER 2 INSTALLATION

2.1 Slinging Arrangement

2.2 Turbocharger Weights

2.3 Instrumentation

2.3.1 Pressure Gauge Connection

2.3.2 Speed Measurement

 Installation

2.1 SLINGING ARRANGEMENT

Fig. 2.1 Turbocharger complete

Fig. 2.2 Turbocharger cartridge

 Installation

2.2 USEFUL TURBOCHARGER WEIGHTS ( APPROXIMATE )

Turbocharger Complete 777Kg

Cartridge Complete 500kg

Turbine Outlet Casing 186Kg

Main Casing 122Kg

Compressor Outlet Casing 135Kg

Turbine Inlet Casing (Single Entry) 35Kg

Turbine Inlet Casing (2 Entry) 25Kg

Compressor Insert 36Kg

Rotor Assembly 33Kg

Cone 20Kg

Shroud Ring 38Kg

Air Filter Silencer 50Kg

 Installation

2.3 INSTRUMENTATION

2.3.1 PRESSURE GAUGE CONNECTION

Pressure gauge tappings, in the outlet of the compressor casing and turbine outlet casing, are
provided. To eliminate the possibility of damage due to engine vibration, the gauge must be mounted
clear of the engine structure. Under no circumstances must a gauge be mounted directly on the
turbocharger induction manifold. If it is necessary to adopt some form of attachment to the engine,
the gauge should be protected by a suitable flexible mounting.

The pressure gauge is outside NAPIER’s scope of supply. Any reputable supplier will satisfy.
Connection size is M18x1mm pitch.

2.3.2 SPEED MEASUREMENT

The speed sensor is arranged to count the impeller vanes during each revolution of the turbocharger
shaft.

The speed sensor is threaded and held in place by a lock nut, and is positioned on the compressor
outlet casing insert.

The speed sensor is supplied with 1.5 metres of PTFE 3 core cable and terminates in a 4 pin plug. A
connecting plug is supplied with solder terminations.

OPERATING INFORMATION
o o
Temperature range, –30 – +125 C.

The maximum permissible speed of the turbocharger is recorded on the turbocharger nameplate.
 CHAPTER 3 OPERATION

3.1 Lubricating Oil

3.2 Sealing and Cooling Air

3.3 Turbocharger Priming

3.4 Initial Start Inspection

3.5 Routine Operation

3.5.1 Routine Starting

3.5.2 Running

3.5.3 Stopping

3.5.4 Pitch and Roll

3.5.5 Pressure Ratio

3.6 Prolonged Shutdown

3.7 Turbocharger Surge

3.8 Turbocharger Matching

3.9 Component Lives

 Operation

3.1 LUBRICATION OIL

The thrust and journal bearings are the only parts of the turbocharger that require lubrication.

Lubricating oil for the bearings may be drawn directly from the filtered side of the engine system or
from any other suitable source, provided that correct arrangements are made for filtration.

The engine oil filters are to be cleaned in accordance with the Engine Builders Manual.

THE FILTER MESH SHOULD NOT EXCEED 25 MICRONS.

OIL VISCOSITY GRADE SHOULD BE BETWEEN SAE 20 to SAE 40

OIL CLEANLINESS SHOULD CONFORM TO BS5540 (ISO 4406) LEVEL 19/15 OR BETTER.
Frame Oil Flow Rpm Oil Temp (°C) Heat Flow Oil Pressure Drain 
(1) (2) (1)
Size Ltr/min (max) (KW) (Barg) (mm)
In (min) Out (max) Alarm Design
(3)
NA297 42 29500 50 115 125 37 2.2-3.3 50
Notes:
1. Oil flow is typical at full load
2. Heat flow is typical at full load
3. 4.5 barg max. by agreement
Table 3.1 Lubricating Oil Characteristics, Max. TC Speed/Engine Load (SAE 30 Oil)

This lubrication system complies with Lloyd’s Register of shipping regulations in that it will operate
satisfactorily when tilted permanently at 15 in any direction and at a temporary tilt of 22, such as
might be experienced in marine installations. However the turbocharger shaft must be horizontal
while initial installations are made.

3.2 SEALING AND COOLING AIR

The seal rings fitted outboard of each bearing are pressurised by air taken from the compressor.
Pressurisation of the compressor end seal prevents oil being drawn into the compressor casing
and the turbine end seal prevents gas and oil leakage. Close clearances between the rear of the
impeller and a labyrinth on the seal plate form an effective seal between the turbine outlet casing
and the compressor outlet casings. The seal clearances allow a controlled flow through the main
casing to the cone, to cool the inner face of the turbine disc.

3.3 TURBOCHARGER PRIMING

Oil flow is required at the turbocharger bearings as soon as the rotor begins to rotate. It is
recommended that priming is carried out until the maximum lubricating oil pressure is registered by
the engine instrumentation, OR the turbocharger is primed for a minimum of 5 minutes. The
priming of the turbocharger is often able to be achieved just with an engine driven lubricating oil
pump. However, in some cases the design of the lubricating oil system and the speed of starting
can result in the turbocharger operating without oil. Where engines are required to start rapidly, oil
should be supplied from a priming tank or from an accumulator designed to discharge oil to the
turbocharger until the engine pump becomes operable. Running in of the engine should be carried
out using a running-in filter in the supply line immediately before the turbocharger to ensure a
clean supply of lubricating oil during commissioning.

The running-in filter MUST be removed on completion of engine commissioning/acceptance.

 Operation

3.4 INITIAL RUNNING OF A NEWLY INSTALLED ENGINE, OR NEWLY OVERHAULED ENGINE

Checks to be made at the first running of the turbocharger installed on an engine.

1. Check that all bolts, holding the turbocharger to the engine mounting faces, are secure.

2. Prime Turbocharger as per instruction 3.3.

3. Start and run the engine up to idling speed.

4. Check and record the oil pressure at the turbocharger inlet.

5. Check all gas and air lines for leakage.

6. At various engine loads, to serve as a basis for future checks on turbocharger and engine
performance, record:

a. Turbocharger speed

b. Air delivery pressure

c. Temperatures before and after the turbine

d. Temperatures before and after the compressor

e. Temperatures before and after the charge air cooler

3.5 ROUTINE OPERATION

3.5.1 ROUTINE STARTING

Before starting the engine, make the following checks:

1. Check in the logbook and by observation if possible, that any maintenance work
required has been completed in accordance with the MAINTENANCE AND
INSPECTION SCHEDULE given in chapter 4.

2. Proceed as described in 3.4 Initial Start of Engine.

3.5.2 RUNNING

During the watch inspection of the engine.

 Check the oil supply.

 Record:

a. the air delivery pressure.

b. the depression at the compressor inlet.

c. the rotor speed.

d. the gas temperature at the turbine inlet.

 Operation

A gradual or sudden deterioration in these figures will indicate the need for internal cleaning or
overhaul of the turbocharger, and may also assist in deciding the cause of unsatisfactory engine
operation.

3.5.3 STOPPING

When shutting down, it is desirable that the turbocharger speed be allowed to stabilise, with the
engine idling, before finally stopping. This procedure applies particularly where rapid load
shedding occurs.

NORMAL STOP Engine driven pump - Normally the oil supply will be adequate for the run-
down period.

Motor driven pump - It is recommended that a delay of at least 90

seconds is introduced, between engine shut-down and pump shut-down
or

A reservoir (run down tank), the capacity of which is sufficient to supply

Lube oil for 90 seconds, is included in the turbocharger supply system.

EMERGENCY STOP As for NORMAL, but subject to prevailing local conditions and legislation.

NOTE: Should circumstances dictate that the oil supply to the turbocharger be shut-off
before it has run-down, then it is recommended that the bearings be inspected
before attempting a restart.

3.6 Pitch and roll

List and trim limits for all Napier Turbochargers is +/- 35 degrees from the horizontal mounting plane. Rate
of pitching and rolling is not to exceed +/- 30 degrees per second.

Pressure Ratio

All Napier Turbochargers are designed to operate at the specific pressure ratio. Lives are, however,
affected by other factors such as ambient temperatures. Although operating within the data plate pressure
ratio limit, therefore, the specified 50,000 hour design life will be reduced if, for example, the ambient or air
intake temperature to the turbocharger is above the design figure. It is critical, therefore, that all operating
conditions are clearly understood and defined and that records of operation are maintained to establish
when component lives have expired and components require change.

PROLONGED SHUT-DOWN

The turbocharger should be inhibited at the beginning of any period of disuse, which is expected to
extend beyond a period of one month. Details of the procedure are given in chapter 4,
MAINTENANCE AND INSPECTION, section 4.8.

3.7 TURBOCHARGER SURGING

Surging is a phenomenon that can occur in all turbocharger systems irrespective of type or make.

Surging is defined as the operating point at which the compressor ceases to maintain a steady
flow for a given boost pressure, and reversal of the flow takes place. This is usually accompanied
 Operation

by noise in the form of pulsations or panting, sometimes mildly and sometimes noisily with a large
amplitude.

It is essential that surging during engine operation is avoided. Damage may be caused to the
rotating parts with consequent damage to the complete turbocharger.

The following may give rise to surge:

i. A violent change of engine load or excessive overload.

ii. An excessive rise of cooling water temperature in the charge air cooler.

iii. Extreme fouling of the inlet or exhaust manifolds.

iv. Mismatching of compressor and turbine components in respect of a particular engine.

v. The turbine nozzles and blades accumulating carbon deposits from the burnt residue of fuel
impurities and lubricating oil additives, resulting in high turbine speeds, high boost pressure and
exhaust gas temperature rise. Continued deposits will raise the exhaust gas temperature
sufficiently to cause surging.

3.8 TURBOCHARGER MATCHING

Output of a turbocharger is matched to the engine air demand and exhaust characteristics by the
selection of impeller, compressor diffuser, turbine nozzle and turbine blades of the length
necessary to drive the impeller at the correct speed with maximum efficiency. Consequently,
although the same NAPIER frame size of turbocharger may be fitted to more than one size of
engine, the various diffuser and turbine wheel combinations are NOT interchangeable.
Component Lives

Lives of critical components are limited by operation conditions. All Napier turbochargers have a design
life of 50,000 hours and 50,000 cycles (no load to full load) based on stated design conditions (refer to
operation and maintenance manuals). Actual life will be dependant on the application and the actual
operating conditions but Table 3.8 is intended to give some indication of expected component lives and
recommended replacement intervals. It is essential that appropriate instrumentation is fitted to indicate
operating conditions and logging is carried out allow evaluation of expired life. Information recorded must
include:-

 Turbocharger speed
 Ambient temperature
 Running hours at conditions recorded
 Number and nature of operating load cycles

OPERATION OF TURBOCHARGER COMPONENTS BEYOND DESIGN LIVES OR LIVES DICTATED

BY SITE CONDITIONS WILL ULTIMATELY RESULT IN COMPONENT FAILURE.
 Operation

Remove Cart. Strip, Clean, Inspect

Fit New Bearings/Thrust Plate

Fit New Rotor (See Note 1)

Fit New Bearing Housings
Fit New Oil Seal Rings

Check Balance Rotor

Fit New Thrust Collar

Fit new Shroud ring

Fit New T/O casing

Fit New T/I Casing
Fit New Nozzle
If necessary

Hours
12000 X X X X
24000 X X X X X X
36000 X X X X X X
48000 X X X X * * X X X
60000 X X X X
72000 X X X X X X X X
84000 X X X X
96000 X X X X * * X X X
108000 X X X X X X
120000 X X X X X X
* Thrust Collar and check balance included with new Rotor

Notes:

1. Rotor life based on a cyclic duty that does not exceed 1 cycle every 2 hours

2. Units that exceed the number of cycles and/or temperature will have a reduced lifespan
and advice should be sought from Napier

3. Ambient temperature assumed to be 25C

Table 3.8 Component replacement interval

 CHAPTER 4
MAINTENANCE & INSPECTION

4.1 Periodic Maintenance & Inspection Schedule

4.2 Bearing Replacement

4.3 Thrust Bearing Wear

4.4 Journal Bearing Wear

4.5 Rotor Shaft Check Balance

4.6 Air Filter Removal and Cleaning

4.7 Operating Difficulties

4.8 Protection Against Corrosion (Inhibiting)

 Maintenance & Inspection

4.1 PERIODIC MAINTENANCE AND INSPECTION SCHEDULE

The table below shows the standard maintenance and inspection periods.

However servicing necessity varies with site conditions. It may be that certain operations must be
performed more frequently than recommended. Similarly, favourable conditions may result in
acceptable extended periods.

Time Maintenance & Inspection Schedule

Confirm the circulation of lubricating oil, i.e.

engine feed supplies.

Initial Inspect all gas and air pipe connections, ensure

After first 100 hours of operation
Inspection they are tight.

Inspect security of holding down bolts and

casing nuts.

Every day. This will depend on Compressor water wash (See Chapter 9)
individual site conditions.

Every 250 hours. This will

Periodic depend on individual site Clean air filter elements.
Inspection conditions.

Every 8,000 – 12,000 hours. To

coincide with engine Dismantle and clean complete turbocharger.
manufacturers engine overhaul

IMPORTANT: Ensure the turbocharger is fed with clean filtered lub-oil by cleaning the engine oil
filters according to the Engine Manufacturers Manual.

4.2 BEARING REPLACEMENT

Bearing life varies considerably depending on the operating conditions, the fuels used and the state of
the oil. If unfavourable service conditions do prevail the bearing should be inspected every 8,000
hours.

If any doubt exists over the condition of the bearing it is advisable to contact the Customer Service
Department of NAPIER Turbochargers.

4.3 THRUST BEARING WEAR

Service experience has shown that the major thrust bearing can become worn in service, mainly as a
result of contaminated lubricating oil.

In addition, in particular cases, wear has been experienced during initial engine operation when
running in compounds have been used.

The following notes provide guidance on bearing wear:

1. In general when bearings show any sign of wear they should be changed since in most cases
wear precedes failure.
 Maintenance & Inspection

2. An anodised surface is used on the bearing pads to make the bearing more tolerant to
contaminants that cause wear. As long as the anodised surface remains intact the bearing is
suitable for further use.

3. There are some cases where the pad surfaces become worn, but it may not be practical to
change the bearings. The following list is a guide as to when bearings may or may not be
re-used:

 Cocoa staining, a brown discoloration of the anodised surface, is a typical feature and the
bearing is acceptable for further use. If however all the pads are affected then it is an
indication that the oil temperature may be too hot.

 Black marking on the bearing surface is pick-up from the thrust collar and is an indication of
lack of lubrication. The bearing is not suitable for further use and an investigation into the oil
system is recommended.

 In some cases contaminated oil, (from running in compounds etc,) will lead to a fine polishing
of the pads where the anodised layer is worn away. Some such wear is acceptable. If less
than 1/3rd of the total number of pads are affected (i.e. 3 from 12), the bearing can be
considered acceptable for a further period of service.

 If the pads are scored then this is an indication of particles / debris in the oil system. In
this instance the bearings are not suitable for further use and the filters should be inspected.

4.4 JOURNAL BEARING WEAR

The compressor and turbine journal bearings should be replaced if the journals are subject to wear or
scoring. Wear should not exceed 50% of any lobe.

4.5 ROTOR SHAFT BALANCE CHECK

The rotor shaft of the turbocharger is dynamically balanced when new. If any rotating parts have been
damaged or major components have been replaced, it is important that the rotor shaft is check
balanced. It is recommended that the rotor shaft balance is checked by NAPIER Turbochargers or one
of our Approved Servicing Organisations every 24,000 hrs. or every 4 years, whichever is applicable.

4.6 AIR FILTER REMOVAL AND CLEANING

At 250 hrs. clean the filter elements. This will depend on individual site conditions and should be
closely monitored, as it may be necessary to increase the frequency of cleaning.

The filter elements are of the oil wetted type and can be cleaned by using compressed air at 300KPa,
( 30 - 60 p.s.i.) and directing it in the reverse direction to normal airflow to the compressor. Eye
protection should be worn. Very dirty panels may be washed using a high pressure warm water jet. Oil
and grease may be removed by using Para Chlorethylene (Dry Cleaning Chemical) or Industrial
Alcohol (Fig. 4.1).

The splitters should be cleaned using a hand brush for general dust and debris and Para
Chlorethylene (Dry Cleaning Chemical) or Industrial Alcohol to remove oil and grease.

NOTE: The splitters should not be immersed in fluid. Do NOT use solvents

The filters are lightly oiled after cleaning to improve dust adhesion.
 Maintenance & Inspection

Fig. 4.1 Air Filter Cleaning

 Maintenance & Inspection

4.7 OPERATING DIFFICULTIES

Operating difficulties can be prevented providing the daily turbocharger operating data is
measured and regular maintenance and inspection routines are adhered to.

To assist users in identifying causes of performance deterioration, the following table has been
formed:

OPERATING
PROBABLE CAUSE REMEDIAL MEASURES
DIFFICULTIES

Foreign matter / debris caught between

Provide cleaning and eliminate the
the turbine blade tips and the shroud
Engine starts running cause for the ingress of the foreign
ring.
but the turbocharger matter.
Blade tips rubbing the shroud ring.
does not.
Inspect and replace with new
Bearing disorder.
bearings.
Cleaning of the turbine side of
Fouling of turbine nozzle, blades.
turbocharger as required.
Turbocharger
experiences surging Refer to Engine Builders Instruction
Engine cylinder unbalance.
during operating. Manual.

NOTE; Rapid changes of engine load, particularly during shut-down can cause
turbocharger surging. ( See 3.7 Turbocharger Surging )

Cleaning the turbine side of the

Fouling or damage to turbine nozzle or
turbocharger or component
turbine blades.
replacement.

Lack of air, e.g. dirty air filter. Clean as required.

Exhaust gas
temperature higher Exhaust back pressure too high. Investigate cause.
than normal.
Clean and adjust as Makers
Charge air cooler dirty.
Instruction Manual.

Engine fault in fuel injection system.

NOTE: Refer to Engine Builders Instruction Manual for other remedial measures.

Pressure gauge faulty or connection to it

Rectify.
leaking.

See Engine Builders Instruction

Gas leakage at engine exhaust manifold
Manual.
Charge air (boost)
pressure lower than Dirty air filter, causing pressure drop. Clean as required.
normal.
Cleaning of complete turbocharger
Dirty turbocharger.
required.

Turbine blades or nozzle ring damage. Inspect and replace as necessary.

 Maintenance & Inspection

Pressure gauge reading incorrectly. Rectify.

Nozzle ring clogged with carbon

Clean as required.
Charge air pressure deposits.
(boost) higher than
normal. Engine overload, engine output higher Consult Engine Builders Instruction
than expected. manual.

Consult Engine Builders Instruction

Fault in engine fuel injection system.
manual.

Severe unbalance of rotor due to dirt or

Rebalance the rotor assembly.
damaged turbine blading.

Bent rotor shaft. Inspect and replace as necessary.

Turbocharger
vibration.
Defective bearings. Inspect and replace as necessary.

Incorrectly assembled bearings. Inspect and replace as necessary.

A simple system of washing the compressor components while the engine is running, is available,
to help maintain peak performance between overhaul periods. Provision for fitting such equipment
is made on all turbochargers.

The system consists of an injection pipe located on the Air Intake Duct, with a discharge orifice
located to spray the eye of the impeller, which may be injected by a syringe or pressurised system.

For full compressor cleaning instruction see Chapter 9.

 Maintenance & Inspection

4.8 PROTECTION AGAINST CORROSION

The bearing surfaces, oil passages, thrust faces etc, in all turbochargers leaving the NAPIER
factory are inhibited with Shell “ENSIS Engine Oil”.

It is recommended that turbochargers, at the beginning of any subsequent period of idleness, that
is likely to be more than one-month duration, should be similarly inhibited.

Inhibiting should be repeated at 6-month intervals if the turbocharger continues to be inoperative.

Turbochargers fitted to engines that are to be shut down for long periods, or turbochargers to be
held as spares, must receive preparation for long-term storage. More extensive treatment and
instructions for this work can be obtained on request.

INHIBITING AN INSTALLED TURBOCHARGER

1. Disconnect the lubricating oil supply from the top of the main casing.

2. Remove the lubricating oil drain flange and pipe.

3. Introduce inhibiting oil (e.g. Shell “ENSIS Engine Oil”) for a short period through the open
connection at the top of the main casing, to the turbocharger rotor shaft bearings. At the
same time rotate the shaft by hand whilst draining off excess inhibiting oil.

4. Spray or brush the turbocharger internal surfaces with inhibiting oil.

5. Refit the drain flange and pipework, previously removed, or blank off the drain.

6. Seal all the turbocharger vents and open connections with fabric tape.

GENERAL ANTI-CORROSION TREATMENT

In addition to inhibiting, the following precautions are undertaken prior to despatch from the
NAPIER factory, to prevent damage to turbochargers during transit and short term storage:-

Each unit’s external surfaces can be finished in high quality paint.

External steel and all bright parts are coated with acid free mineral grease.

Blanks are fitted to all machined facings and outlets, etc.

Joints are dry packed.

 CHAPTER 5 DISMANTLING

5.1 Preparation for Dismantling

5.2 Safety of Personnel
5.3 Dismantling Operation
5.4 Removal of Complete Turbocharger from Engine
5.5 Removal of Turbine Outlet Casing
5.6 Cartridge Removal on Engine
5.7 Nozzle Removal from Compressor End
5.8 Dismantling the Cartridge Assembly
5.9 Removal of the Impeller
5.10 Removal of Compressor Outlet Casing
5.11 Dismantling the Main Casing
5.12 Removal of the Rotor Shaft
5.13 Continued Dismantling of the Main Casing
5.14 Bearing Removal (Compressor End)
5.15 Bearing Removal (Turbine End)
5.16 Component Cleaning
5.16.1 Air/Filter Silencer

5.16.2 Alternative Side Entry Casing

5.16.3 Bearing Surfaces

5.16.4 Turbine Blisc

 Dismantling

5.1 PREPARATION FOR DISMANTLING

This chapter contains the information necessary to completely dismantle the turbocharger.
Included are the instructions for a strip inspection considered to be within the scope of a customer
without special facilities.

It is assumed that strip inspection and overhaul will be linked with engine overhaul periods advised
by the engine builder.

At the same time that the turbocharger is overhauled, the air filter and the engine lubricating oil
filters should be serviced.

Complete overhaul, including detailed viewing, crack detection and pressure testing can be
undertaken by NAPIER Turbochargers. The facilities of our technical organisation and the services
of our engineers are available at all times to assist in the investigation of any matter connected
with Turbochargers.

A maintenance tool kit is available and should be ordered separately. Individual tools referred to in
the following instructions have been given item numbers from a complete list given in Chapter 8.
Although it may be possible to remove some of the components using tools other than those
specified, the correct, designed tools will avoid damage to the components, surrounding parts and
personnel.

Before the start of any dismantling work, mark the vertical centreline at the top of all casing flanges
and joints to be certain that all components are returned to their correct relative positions. The
identity marks must not damage the flanges etc., but should be sufficient to remain in evidence
after cleaning.

Drain the oil system. Disconnect the oil system if the oil is supplied externally. Disconnect the air
and exhaust pipes and trunking. Disconnect the charge air cooler. Disconnect and protect all fitted
instrumentation. Seal all open pipes, vents etc. until re-assembly.

Adjustment shim, thrust collar, and the rotor assembly components are to be carefully handled.
Renewal can involve delay and replacement costs. Damage can alter the working clearances or
affect the dynamic balance of the rotor assembly.

5.2 SAFETY OF PERSONNEL

The change of the centre of gravity must be appreciated when casings are removed from the
turbocharger.

If the whole unit is to be taken down from the engine for servicing, adequate holding provision
must be made at the working surface.
 Dismantling

101 to 106 Turbine Inlet Casing

110 Capscrew - Turbine Water Wash (WW)

111 WW Blanking Plate

112 WW Injector Plate

113 & 114 WW Injector

115 Plug – Temperature Boss (Not shown)

116 Stud (Turbine Inlet / Outlet Casing)

117 Spacer (Turbine Inlet / Outlet Casing)

118 Nut (Turbine Inlet / Outlet Casing)

120 Nozzle

121 Nozzle Clamping Ring

122 Capscrew Clamping Ring

123 Disc-lock Washer

125 ’C’ Seal (Turbine Inlet / Outlet Casing)

130 Shroud

131 Capscrew - Shroud

132 Disc-lock Washer

140 Turbine End Mounting Foot

141 Stud (Mounting Bolt)

142 Plain Washer

143 Nut

160 Turbine Outlet Casing

Fig. 5.1 Turbocharger Casing (Sheet 1 of 2)

 Dismantling

Fig. 5.1 Turbocharger Casing (Sheet 2 of 2)

 Dismantling

5.3 DISMANTLING PROCEDURE FOR ALL OPERATIONS

1. Remove the insulation panels from the turbocharger.

2. Disconnect the compressor water wash pipe. (If fitted)

3. Disconnect the speed measuring sensor connector.

4. Remove the side entry compressor inlet casing, if fitted, from the compressor outlet casing.

5. Remove the air filter / silencer, if fitted, from the compressor outlet casing.

6. Disconnect the alternate oil feed pipe. (if used)

7. Disconnect the alternate oil drain pipe. (if used)

8. Disconnect the compressor outlet.

5.4 REMOVAL OF COMPLETE TURBOCHARGER FROM ENGINE

1. Disconnect the turbine inlet connections.

2. Disconnect the turbine water wash injectors. (if fitted)

3. Fit suitable lifting equipment to the main casing lifting points.

4. Take the weight of the turbocharger.

5. Remove the 4 turbine end mounting foot bolts.

6. Remove the 4 main mounting foot attachment bolts.

CAUTION: Ensure that the turbocharger remains level during the removal operation or
damage may occur to the turbine.

7. Remove the turbocharger from the engine.

8. Mount the turbocharger on a suitable service stand.

5.5 REMOVAL OF TURBINE OUTLET CASING (Refer to Fig. 5.1)

1. Fit lifting bracket to the turbine inlet casing (101).

2. Remove the nuts (118) and spacers (117) securing the turbine inlet casing.

3. Remove the turbine inlet casing from the turbine outlet casing (160).

CAUTION: Ensure that the safety devices are fitted to the main casing to compressor outlet
casing positions.

4. Using suitable lifting equipment take the weight of the turbine outlet casing (160).
 Dismantling

5. Remove the nuts and washers from the compressor outlet casing (300) through main casing
(200) to turbine outlet casing (160).

CAUTION: Ensure that the turbine outlet casing remains level during removal or turbine
damage may occur.

6. Remove the turbine outlet casing (160).

NOTE: To continue with the dismantling of the cartridge assembly proceed to 6.8.

5.6 CARTRIDGE REMOVAL ON ENGINE

CAUTION: Before removing the cartridge the turbine outlet casing must be supported or
severe damage will occur to the casing and turbine.

1. Fit suitable lifting slings to the main casing (200) lifting points.

2. Remove the 3 safety bolts/setscrews from the main casing/turbine outlet casing interface.

3. Remove the nuts and washers from the compressor outlet casing/turbine outlet casing.

4. Take the weight of the turbocharger on the lifting equipment.

5. Remove the 4 mounting foot bolts.

CAUTION: Ensure that the cartridge remains level or damage to the turbine will occur.

6. Remove the cartridge assembly from the turbine outlet casing.

7. Mount the cartridge assembly on a suitable service stand.

NOTE: If required the nozzle assembly may be removed from the compressor end.

5.7 NOZZLE REMOVAL FROM COMPRESSOR END (Refer to Fig. 5.1)

1. Remove 2 shroud ring (130) attachment capscrews (131) and disc-lock washers (132).

2. Fit the shroud ring guide bars. (1004).

3. Remove the remaining 4 capscrews (131) and disc-lock washers (132).

4. Remove the 6 capscrews (122) and disc-lock washers (121) securing the nozzle assembly
(120).

5. The nozzle (120) can now be removed, cleaned and inspected for damage.

The next sequence describes the dismantling of the cartridge assembly.

 Dismantling

300 Compressor Outlet Casing

301 Compressor Insert

302 Packing Ring

303 Peelable Shim

304 Diffuser

305 Stud

306 Nut

307 Stud

308 Plain Washer

309 Capscrew (Packing Ring)

310 Capscrew (Compressor Insert)

311 Disc-lock Washer

312 Plain Washer

401 Thrust Collar

402 Impeller

403 Shaft and Blisc Assembly

500 Air Filter Silencer

515 Compressor Water Wash Pipe

516 Compressor Water Wash Coupling

800 Speed Sensor Probe

Fig. 5.2 Rotor Assembly and Compressor Outlet Casing (Sheet 1 of 2)

 Dismantling

Fig. 5.2 Rotor Assembly and Compressor Outlet Casing (Sheet 2 of 2)

 Dismantling

5.8 DISMANTLING THE CARTRIDGE ASSEMBLY (Refer to Fig. 5.2)

CAUTION: Ensure that the cartridge assembly is mounted securely before attempting to
dismantle it.

1. Remove 2 capscrews (310) and disc-lock washers (311) from the compressor insert (301).

2. Fit the 2 guide bars to the compressor insert (301).

3. Undo the speed sensor gland nut (800) on the compressor outlet casing (300).

4. Remove the rubber grommet from the speed sensor cable.

CAUTION: Ensure that the compressor insert remains level during removal or severe damage
will occur to the impeller.

5. Fit the lifting bracket to the compressor insert.

6. Remove the remaining 6 caphead screws (310) and disc-lock washers (311) from the
compressor insert.

NOTE: If required 3 jacking screws may be used if the insert is tight.

CAUTION: Ensure that the speed sensor (800) cable feeds through the compressor outlet
casing (300) as the insert is withdrawn or damage to the cable may occur.

7. Carefully withdraw the compressor insert (301) from the compressor outlet casing (300)
taking care not to damage the peelable shim (303).

8. When the compressor insert is removed from the compressor casing, fully withdraw the
speed sensor cable.

9. Ensure that the speed sensor cable is stowed safely if the probe is not to be removed. Fit a
blank to the cable end.

10. Remove the guide bars which were fitted at 2.

NOTE: The torque on the impeller must be broken at this stage before the compressor
outlet casing is removed as the casing is required to mount the tooling.

5.9 REMOVAL OF THE IMPELLER (Refer to Fig. 5.2)

1. Fit the impeller removal tooling to the compressor outlet casing (306).

2. Fit the 2 shaft locking stays to the turbine end of the main casing.

3. Position the shaft locking tool onto the turbine and attach it to the two shaft locking stays
using two nuts and bolts.

4. Fit the tool to the nose of the impeller (402).

 Dismantling

5. Unscrew the impeller with the tooling until hand tight.

6. Remove the tooling fitted in 1 and 2.

CAUTION: Care should be taken when removing the impeller due to the weight and the lifting
angle.

7. Continue to unscrew the impeller by hand until it comes off the shaft.

5.10 REMOVAL OF COMPRESSOR OUTLET CASING (Refer to Fig. 5.2)

1. Fit lifting eye to compressor outlet casing (300).

2. Fit the jacking screws to the compressor outlet casing.

3. Using suitable lifting equipment take the weight of the compressor outlet casing.

4. Remove the 3 safety setscrews between compressor outlet casing and main casing.

5. Screw in the jacking screws evenly until the compressor outlet casing is free.

6. Remove the compressor outlet casing from the main casing.

7. If required the diffuser packing ring may be removed from the compressor outlet casing.

5.11 DISMANTLING THE MAIN CASING (Refer to Fig. 5.2)

1. Remove the diffuser (304) from the main casing.

2. Remove 2 of the labyrinth seal plate (217) capscrews.

3. Fit guide bars (1004) to the labyrinth seal plate.

4. Remove the remaining capscrews from the labyrinth seal plate.

5. Remove the labyrinth seal plate from the main casing.

6. Remove the guide bars.

7. Remove 2 of the compressor end bearing housing capscrews.

8. Fit the compressor end bearing housing guide bars. (1004)

9. Remove the remaining capscrews from the compressor end bearing housing.

10. Fit the jacking screws to the compressor end bearing housing.

11. Continue screwing the jacking screws evenly until the bearing housing is free. Remove the
bearing housing from the main casing.

12. Remove the guide bars and jacking screws.

 Dismantling

NOTE: The oil transfer tube may still be attached to the turbine end bearing housing.

13. Remove the oil transfer tube.

 Dismantling

115 Plug - Alternative Lub Oil Inlet

200 Main Casing

201 Cone

202 Bearing Housing (TE)

203 Oil Feed Pipe

204 Bearing Housing (CE)

205 Major Thrust Plate

206 ’O’ Ring

207 Capscrew (Thrust Plate)

208 Capscrew

209 Bearing (TE)

210 Bearing (CE)

211 Retaining Ring

212 ’O’ Ring (Oil Fed Pipe)

213 Bearing Housing Plug

214 Anti-Rotation Screw

215 Capscrew (Cone)

216 Disc-lock Washer (Cone)

217 Sealing Plate

218 Sealing Ring (CE)

219 Sealing Ring (TE) x 2

220 Sealing Caps (Integrated Oil Drain)

222 Oil Drain Cover

223 Joint Oil Drain

224 Setscrew (Oil Drain Cover)

236 Spring Washer

Fig. 5.3 Main Casing (Sheet 1 of 2)

 Dismantling

Fig. 5.3 Main Casing (Sheet 2 of 2)

 Dismantling

5.12 REMOVAL OF THE ROTOR SHAFT (Refer to Fig. 5.2)

1. Fit the rotor shaft locking tool (1007).

2. Fit the thrust collar removal tooling (1001).

3. Using the tooling pull the thrust collar off the shaft.

4. Remove the tooling and remove the thrust collar from the tooling.

CAUTION: Ensure that the thrust collar is stored carefully to avoid damage to the thrust face.

5. Support the compressor end of the rotor shaft before removal to prevent damage occurring to
the turbine end bearing.

CAUTION: Wear gloves or use suitable protection as the turbine blades are sharp and can
cause injury to the hands.

6. Remove the shaft and blisc assembly (403) from the turbine end.

NOTE: The shaft and blisc assembly should be stored in a safe area where no damage
can occur.

5.13 CONTINUED DISMANTLING OF THE MAIN CASING (Refer to Fig. 5.3)

1. Remove the 6 caphead screws (215) which secure the cone to the main casing.

CAUTION: The cone is heavy and must be supported when removing the caphead screws.

2. Remove the 6 caphead screws which secure the turbine end bearing housing (202).

3. If required use the jacking screws to remove the bearing housing

5.14 BEARING REMOVAL (COMPRESSOR END) (Refer to Fig. 5.3)

CAUTION: When bearings are removed they should be stored so that they can not be
damaged.

1. Unscrew the low caphead screws (207) securing the major thrust bearing (205).

2. Carefully remove the compressor end journal bearing retaining ring (211).

3. Remove the anti-rotation screw (214) from the bearing housing (202).

4. Remove the compressor end journal bearing (210).

5.15 BEARING REMOVAL (TURBINE END) (Refer to Fig. 5.3)

1. Carefully remove the turbine end journal bearing retaining ring (211).
 Dismantling

2. Remove the anti-rotation screw from the bearing housing (214).

3. Remove the turbine end journal bearing (209).

5.16 COMPONENT CLEANING

All components should be thoroughly cleaned in a chlorinated hydrocarbon degreasing plant or

washed in paraffin.

All silicone sealant must be thoroughly removed.

CAUTION: Flammable substances should only be used in a well ventilated area. Keep away
from naked light.

The nozzle ring may require to be boiled in water to remove stubborn deposits resulting from low
grade fuels or additives in the lubricating oil.

After cleaning, all components should be inspected for serviceability.

Examine all of the dismantled components for:-

1. Excessive wear, corrosion or structural damage.

2. The security of fittings, studs, bolts etc.

3. The condition of threads on the rotor shaft, in the lubricating oil tappings, in extraction holes
etc.

4. The condition of bearings and thrust faces.

5. Confirm that the oil, air, drain holes and all passages are free from fouling or positive
obstruction.

6. All ’O’ rings must be replaced.

7. All disc-lock washers should be inspected for serviceability.

5.16.1 AIR/FILTER SILENCER

Examine for damage, corrosion of the casing and fittings, condition and security of the lining, and
the condition of the filter panel media.

The filter elements are of the oil wetted type and can be cleaned by passing air at 300KPa, ( 30 -
60 p.s.i. ) through in the reverse direction to normal airflow to the compressor.

Eye protection should be worn. Very dirty panels may be washed using a high pressure water jet
oil and grease may be removed by using Para Chorethylene (Dry Cleaning Chemical) or Industrial
Alcohol (Fig. 4.1).

The splitters should be cleaned using a hand brush for general dust and debris and Para
Chorethylene (Dry Cleaning Chemical) or Industrial Alcohol to remove oil and grease..

Do NOT use solvents.

 Dismantling

Dust adhesion and dust holding capacity can be improved if the filters are lightly oiled after
cleaning.

5.16.2 ALTERNATIVE SIDE ENTRY CASING

Inspect for damage, corrosion etc. and repaint if required.

5.16.3 BEARING SURFACES

Examine the bearing bores for wear and the thrust faces for scoring. Check both bearing housings
for scuffing in the bore. Any allowable wear of journal and all rotating surfaces must be concentric.
Every precaution must be taken AT ALL TIMES to protect bearing surfaces from dirt, grit and
moisture.

Bearings awaiting reassembly should be kept safe, new parts should be kept in their protective
packing until required.

5.16.4 TURBINE BLISC

The repair of individual blades is not possible. Both ends of the lacing wire are bent inwards
midway between adjacent blades, any damage requires investigation and replacement. Dynamic
balance must be maintained.
CHAPTER 6 TABLE OF CLEARANCES

6.1 Table of Clearances

6.2 Torque Settings

 Table of Clearances

6.1 TABLE OF CLEARANCES

Turbine
blisc/cone
clearance

Impeller Compressor
axial end bearing
clearance thrust clearance

Turbine Blisc/cone clearance 2.815 / 2.185mm (0.111 / 0.086 inch)

Impeller axial clearance 0.95 / 0.85mm (0.037 / 0.033 inch)

Compressor end bearing thrust clearance 0.095 / 0.335mm (0.004 / 0.013 inch)

Clearances measured with shaft pushed towards the compressor end.

See chapter 7, REASSEMBLY, for procedure.
 Table of Clearances

6.2 TORQUE SETTINGS

297 TORQUE LIST

SIZE LOCATION TYPE OF PART QTY ASSEMBLY NOTES
T Nm
M5 C/E BRG HSG ASSY - M5 X 12 LOW HEAD CAP 6 6 CLEAN/DRY & LOCTITE 222
THRUST BRG
M6 T/E BRG ASSY- ANTI ROT FROM M6 X 20 CAP 1 10 CLEAN/DRY & LOCTITE 243
SCREW
OIL INLET ASSY M6 X 25 CAP LOW HEAD 4 10 ANTI-SEIZE
W/W INJECTOR ASSY M6 X 12 CAP (A2/70 S/S) 9 3 LOW TORQUE! ANTI-SEIZE
PACKING RING M6 X 30 CAP 1 10 LOCTITE 243
M8 OIL INLET ASSY BRACKET M8 X 12 SETSCREW NI PLATED 2 25 ANTI-SEIZE
SHROUD HJK M8 X 120 CAP (D) 6 25 DISC LOCK +ANTI-SEIZE
SHROUD TYPE M M8 X 110 CAP (D) 6 25 DISC LOCK +ANTI-SEIZE
C/E BEARING HOUSING & M8 X 25 CAP 12 40 243 LOCTITE
SEAL PLATE
T/E BEARING HOUSING M8 X 25 CAP 6 40 NORD-LOCK + ANTI-SEIZE
M10 T/O W/W DRAIN COVER M10 X 25 SETSCREW 6 40 ANTI-SEIZE & SEE NOTE 2
OIL DRAIN COVER MAIN M10 X 25 SETSCREW 4 40 SRING WASHER ANTI-SEIZE & SEE
CSG NOTE 2
NOZZLE TO T/I CASING M10 X 25 CAP (D) 6 40 DISC LOCK +ANTI-SEIZE
CONE TO MAIN CASING M10 X 120 CAP (D) 6 40 DISC LOCK +ANTI-SEIZE
VOLUTE INSERT M10 X 35 CAP 8 40 DISC LOCK +ANTI-SEIZE
LAMINATED FOOT TO BASE M10 X 35 BOLT 6 50 DISC LOCK +ANTI-SEIZE
PLATE
M12 MAIN CSG TO T/O CSG M12 X 55 BOLT 3 ANTI-SEIZE. USED FOR STRIP
TO ABOVE M12 NUT 3 25 ANTI-SEIZE. USED FOR STRIP
T/I CSG TO T/O CSG M12 X 65 STUD (D) 12 180deg ANTI-SEIZE & SEE NOTE 3
TO ABOVE M12 HELI-LOCKNUT 12 50 ANTI-SEIZE
MAIN CSG TO T/O & M16/M12 X 140 OA WAISTED STUD 12 90deg ANTI-SEIZE & SEE NOTE 3
VOLUTE 12.9 GRADE NI PLATED
TO ABOVE M12 NUT 12 80 ANTI-SEIZE
MOUNTING FOOT TO M12 X 25/45 STUD (D) 7 180deg ANTI-SEIZE & SEE NOTE 3
TURBOCHARGER
TO ABOVE M12 HELI-LOCKNUT 7 50 ANTI-SEIZE
AFS M12 X 35 STUD 12 180deg ANTI-SEIZE & SEE NOTE 3
TO ABOVE M12 NUT 12 50 ANTI-SEIZE
M16 MAIN CSG TO VOLUTE M16 X 30 SETSCREW 3 50 ANTI-SEIZE. USED FOR STRIP
SAFETY SCREW
T/I BYPASS COVER M16 X 35 CAPSCREW (D) 16 80 PLAIN WASHER + ANTI-SEIZE
MISC T/I & T/O CSG. M/CSG. PLUG M 18 X 1.5 ED 2 TO 8 40
VOL.
T/E BRG HSG ASSY PLUG M 10 X 1 ED 1 10
OIL I/L ASSY - GAUZE FILTER BSP CAST IRON PLUG 1 40
PORT
SPEED PROBE PROBE AND GLAND 1 10 SEE SK14122 FOR FITTING INSTR.
IMPELLER (ROTOR) 610 ROCOL DRY MOLY PASTE
THREADS/SPIGOT/ABUT. FACE

NOTES

1. The anti-seize compound recommended by NAPIER is Rocol ASC251T.

2. Owing to the serious risk of leakage problems on soft joints the following must be observed: torque
to 50% of torque shown, using suitable sequence. Then repeat sequence to full assembly torque. All
accessible soft joints must be re-tightened where possible after 24 hours running (cold).

3. Angular settings e.g. studs: tighten to seat and apply angular displacement shown.
 CHAPTER 7 RE-ASSEMBLY

7.1 Preparation for Re-assembly

7.2 Preparation of the Main Casing

7.3 Preparation of the Bearing Housings

7.4 Assembly of the Main Casing

7.5 Preparation of the Rotor Shaft

7.6 Fitting the Rotor Shaft

7.7 Fitting the Compressor End Bearing Housing

7.8 Continued Preparation of Main Casing

7.9 Fitting the Impeller

7.10 Assembly of the Compressor Insert

7.11 Fitting Cartridge Assembly

7.12 Assembly of Turbine Inlet Casing

7.13 Fitting Complete Turbocharger

 Re-Assembly

7.1 PREPARATION FOR RE-ASSEMBLY

NOTE: The NAPIER 297 may be built up as a cartridge or as a complete turbocharger.

The first part of the following procedure describes the build of a cartridge assembly.

During re-assembly of the turbocharger, clearances must be checked. It should not be necessary
to alter clearances following an overhaul, during which no component parts of the turbocharger
were replaced . However, if a particular clearance is found to be incorrect, the adjustment shims
should not be altered until all components have been checked for cleanliness, that they are
undamaged and correctly assembled.

All disc-lock washers must be inspected for serviceability before re-assembly, and unserviceable
washers replaced. All bonded seals and 'O' rings must be replaced with new items. Check that all
components are clean, un-damaged and free from burrs. Where a specific torque loading figure is
given it is essential that these figures are adhered to.

CASING POSITIONS

If the marks made at the top of the casings during dismantling have been erased, the original
position of each casing must be ascertained and the casings re-marked. Similarly, if a casing is to
be re-assembled in a new position, it should be re-marked.

ROTOR ASSEMBLY

Bores and diameters of components such as bearing housings and sleeves are manufactured to
close tolerances, and the normal practice of applying clean lubricating oil to these surfaces before
assembly should be followed.

CAUTION: Ensure that all components are thoroughly cleaned before any re-assembly
operations commence. All air and oil passageways should be blown through with
compressed air to ensure that no foreign objects are present.

7.2 PREPARATION OF THE MAIN CASING

1. Ensure the cleanliness of all components before assembly.

2. Check that the oil drain core plug or plugs are fitted in the correct position, use Loctite 542 on
plugs.

3. If required fit the alternative oil drain blanking plates, use new gaskets.

4. If required fit the alternative oil feed blanking plug, use a new washer.

5. If required fit the alternative oil feed manifold to the front of the main casing, use a new 'O'
ring.

6. If required fit the blanking plug to the integrated oil feed.

 Re-Assembly

115 Plug-Alternative Lub Oil Inlet

200 Main Casing

201 Cone

202 Bearing Housing (TE)

203 Oil Feed Pipe

204 Bearing Housing (CE)

205 Major Thrust Plate

206 'O' Ring

207 Capscrew (Thrust Plate)

208 Capscrew

209 Bearing (TE)

210 Bearing (CE)

211 Retaining Ring

212 'O' Ring (TE)

213 Bearing Housing Plug

214 Anti-Rotation Screw

215 Capscrew (Cone)

216 Disc-lock Washer (Cone)

217 Sealing Plate

218 Sealing Ring (CE)

219 Sealing Ring (TE)

220 Sealing Caps (As required)

222 Oil Drain Cover

223 Joint Oil Drain

224 Setscrew (Oil Drain Cover)

236 Spring Washer

237 'O' Ring (Main Casng)

Fig. 7.1 Main Casing (Sheet 1 of 2)

 Re-Assembly

Fig. 7.1 Main Casing (Sheet 2 of 2)

 Re-Assembly

7.3 PREPARATION OF THE BEARING HOUSINGS (Refer to Fig. 7.1)

1. Fit drain plug (213) with washer to turbine end bearing housing. (oil feed side)

2. Fit turbine end bearing (209) to the turbine end bearing housing (202). (number upwards)

3. Fit the anti-rotation screw (214) to the bearing housing use Loctite 222 on the threads.

4. Fit the bearing retaining ring (211) to the bearing housing (202).

5. Fit a new 'O' ring (206) to the bearing housing.

6. Fit the compressor end journal bearing (210).

7. Fit the bearing retaining ring (211) to the bearing housing (204).

8. Fit the thrust bearing (205) using the caphead screws (207), use Loctite 222 on the threads.

9. Fit a new 'O' ring (206) to the bearing housing.

7.4 ASSEMBLY OF THE MAIN CASING (Refer to Fig. 7.1)

1. Fit the turbine end bearing housing (202) to the main casing (200). One hole is offset to
ensure that the oil feed is at the bottom.

2. Fit the 6 caphead screws (208) to the bearing housing assembly and torque load them. (See
Table in 6.2) use Loctite 222 on the threads.

NOTE: Disc-lock washers are assembled in pairs and must have the cam faces together
for correct fitment.

Fig. 7.2 Disc-lock washer profiles

3. Fit the cone (201) to the main casing using the 6 caphead screws (215) and disc-lock
washers (216) and torque load them (See Table in 6.2).

NOTE: A high temperature anti-seize compound should be used on the screw threads.

7.5 PREPARATION OF THE ROTOR SHAFT

1. Obtain a balanced rotor assembly.

2. Fit the two piston ring seals (219) onto the turbine end of the shaft ensuring that the gaps are
180 apart.
3. Lubricate the piston ring seals and turbine end bearing with clean engine oil.
 Re-Assembly

Piston ring seals

Fig. 7.3 Piston Ring Seats Position

7.6 FITTING THE ROTOR SHAFT

1. Care must be taken when fitting the shaft otherwise damage could occur to the bearing.

2. Fit the shaft assembly into the main casing.

3. Apply Rocol (anti-scuffing paste) to the shaft where the thrust collar fits onto it.

4. Heat the thrust collar to 80 C above ambient temperature.

5. With the shaft pushed towards the compressor end fit the thrust collar onto the shaft and fit
the tooling to ensure that the thrust collar is fully seated.

6. When the thrust collar has cooled enough (approximately 15 minutes) remove the tooling.

NOTE: If it is not possible to heat the thrust collar it can be pushed onto the shaft using the
tooling.

Rotor shaft/blisc

Thrust collar

Main casing

Fig. 7.4 Fitting shaft to main casing

 Re-Assembly

115 Plug

300 Compressor Outlet Casing

301 Compressor Insert

302 Packing Ring

303 Peelable Shim

304 Diffuser

305 Stud

306 Nut

307 Stud

308 Spring Washer

309 Capscrew (Packing Ring)

310 Capscrew (Compressor Insert)

311 Disc-lock Washer

312 Plain Washer

313 'O' Ring (Compressor Insert)

401 Thrust Collar

402 Impeller

403 Shaft and Blisc Assembly

500 Air Filter Silencer

515 Compressor Water Wash Pipe

516 Compressor Water Wash Coupling

800 Speed Sensor Probe

Fig. 7.5 Rotor Assembly and Compressor Outlet Casing (Sheet 1 of 2)

 Re-Assembly

Fig. 7.5 Rotor Assembly and Compressor Outlet Casing (Sheet 2 of 2)

 Re-Assembly

7.7 FITTING THE COMPRESSOR END BEARING HOUSING (Refer to Fig. 7.1)

1. Fit 3 new 'O' rings (212) to the oil transfer tube.

2. Fit the oil transfer tube (203) into the compressor end bearing housing (204).

3. Liberally oil the thrust and journal bearings with clean engine oil.

4. Fit the guide bars (1004) to the main casing in preparation for fitting the bearing housing.

5. Fit new 'O' ring (206) to bearing housing.

NOTE: Ensure that the oil transfer tube is correctly aligned

6. Fit the compressor end bearing housing (204) to the main casing (200).

7. Remove the guide bars. Try to rotate the bearing housing to ensure that the oil tube has
engaged.

8. Fit the 6 caphead screws (208) and torque load them (See Table in 6.2). Use Loctite 222 on
the screw threads.
7.8 CONTINUED PREPARATION OF MAIN CASING (Refer to Fig. 7.1)
1. Fit the guide bars (1004) to the main casing (200) in preparation for fitting the labyrinth seal
plate (217).

2. Fit the labyrinth seal plate to the main casing.

3. Remove the guide bars.

4. Fit the 6 caphead screws (208) and torque load them (See Table in 6.2). Use Loctite 222 on
screw threads.

5. Apply 4 large spots (evenly spaced) of RTV Silicone Sealant to the seal plate/diffuser
interface.

6. Fit the diffuser (304) to the main casing.

7.9 FITTING THE IMPELLER (Refer to Fig. 7.5)

1. Fit the piston ring seal (218) to the seal ring carrier on the impeller.

2. Lightly smear the shaft and screw thread with Rocol anti-scuffing paste.

CAUTION: All traces of anti-scuffing compound must be removed from the impeller/shaft
abutment face on the shaft prior to fitting the impeller.

3. Fit the impeller (402) onto the shaft (403) and gently turn the impeller until it is hand tight.

4. Check the rotor assembly for freedom of rotation and thrust bearing clearance by pushing the
rotor rearwards and pulling it forwards (not measured at this time).

5. Fit the two shaft locking stays (1025) to the turbine end of the main casing.

6. Position the shaft locking tool onto the turbine and attach it to the two shaft locking stays
using two nuts and bolts.
 Re-Assembly

7. Fit the packing ring (302) to the compressor outlet casing (300) using the caphead screw
(309).

8. Fit the 'O' (237) ring to the main casing.

9. Fit the compressor outlet casing (300) to the main casing and attach with the three safety
securing setscrews.

10. Fit blanking plugs (115) as required to the compressor outlet casing.

11. Fit the tooling for torque loading the impeller.

CAUTION: The tooling for torque loading the impeller includes a 5-1 torque multiplier and the
torque figure given in Table 6.2 must be divided by 5 to give the correct figure.

12. Torque load the impeller. Refer to Table 6.2 for details of torque loading.

13. Remove the tooling fitted at 11.

14. Mount a dial gauge indicator to the compressor outlet casing and position the arm on the
nose of the impeller.

15. Push the rotor towards the turbine end and hold. Zero the indicator, push the rotor towards
the compressor end and hold, record the reading. For thrust clearance see table in Chapter
6.1.

NOTE: This clearance is not adjustable, if the clearance is too small the rotor has been
assembled incorrectly.

Seal Ring

Anti-scuffing must be
removed from these
bearing surfaces

Fig. 7.6 Fitting impeller

 Re-Assembly

‘O’ ring

Fig. 7.7 Position of 'O' Ring

7.10 ASSEMBLY OF THE COMPRESSOR INSERT (Refer to Fig.7.5)

1. Fit the guide bars (1003) to the compressor outlet casing (300) in preparation for fitting the
insert (301).

2. Fit the compressor insert lifting bracket. (1005)

3. Locate the compressor insert onto the guide bars.

CAUTION: Use extreme caution when pushing the insert into the compressor outlet casing as
damage to the impeller could occur. The insert must be kept level.

4. Push the insert into the compressor outlet casing.

5. Remove the lifting bracket from the compressor insert.

6. Fit the eight caphead screws (310) and continue to pull the insert in until the insert lightly
touches the impeller vanes, with the rotor shaft pushed towards the compressor end.

7. Ensure that the gap between the insert and the compressor outlet casing is equal.

8. Using feeler gauges measure the gap in four places, take the average and record this
dimension.

NOTE: The next step is to set the impeller to insert clearance. (See Table in Chapter 6.1)

9. To calculate the size of shim required to give the correct impeller to insert clearance:-

i. Ensure that the rotor shaft is pushed and held towards the compressor end, this is to
remove the thrust clearance.
 Re-Assembly

ii. Take the figure obtained in 8 above and add this to 0.75mm (0.029 inches), which is the
mid point of the clearance required, the figure obtained is the size of the shim required
to give the correct impeller to compressor insert clearance.

NOTE: The shim is peelable and each lamination is 0.05mm (0.002 inches)

10. Peel off the laminations of the shim (303) until the correct thickness is achieved.

11. Remove the 8 caphead screws and remove the compressor insert with extreme caution.

12. Fit the 'O' ring (313) to the compressor insert and lightly lubricate it.

CAUTION: It is most important to ensure that the speed probe is flush with the inner surface of
the compressor insert. Failure to ensure this, or the correct fitting of the lock nut,
could cause impact with the compressor wheel.

'O' Ring

Compressor
Insert Lifting
Bracket Guide Bars

Impeller Clearance
Adjustment Shim

Fig. 7.8 Fitting Compressor Insert

13. Screw the speed probe (800) into the compressor insert until the end of the probe is flush
with the inner surface of the insert.

14. Tighten the locknut on the speed probe.

15. Using a feeler gauge measure the gap from the tip of an impeller vane to the insert near the
speed probe.

16. Using a feeler gauge measure the gap from the tip of an impeller vane to the speed probe. If
the reading is different from that taken in 15 adjust as necessary.

17. Fit shim onto the guide bars (1003).

 Re-Assembly

101 to 106 Turbine Inlet Casing

110 Capscrew Turbine Water Wash (WW)

111 WW Blanking Plate

112 WW Injector Plate

113 & 114 WW Injector

115 Plug - Temperature Boss

116 Stud (Turbine Inlet / Outlet Casing)

117 Spacer (Turbine Inlet / Outlet Casing)

118 Nut (Turbine Inlet / Outlet Casing)

120 Nozzle

121 Nozzle Clamping Ring)

122 Capscrew Clamping Ring

123 Disc-lock Washer

125 'C' Seal (Turbine Inlet / Outlet Casing)

130 Shroud

131 Capscrew - Shroud

132 Disc-lock Washer

140 Turbine End Mounting Foot

141 Stud (Mounting Bolt)

142 Disc-lock Washer

143 Nut

160 Turbine Outlet Casing

Fig. 7.9 Turbocharger Casing (Sheet 1 of 2)

 Re-Assembly

Fig. 7.9 Turbocharger Casing (Sheet 2 of 2)

 Re-Assembly

18. Feed the speed probe wiring through the hole in the compressor outlet casing.

19. Fit the compressor insert (301) into the compressor outlet casing (300) ensuring that the
insert remains level to avoid damage to the impeller and that the wire for the speed probe
does not get trapped.

20. Fit the eight caphead screws (300) and disc-lock washers (311) and torque load them. See
Table in 6.2.

7.11 FITTING CARTRIDGE ASSEMBLY (Refer to Fig. 7.9)

CAUTION: Use extreme care when locating the cartridge assembly to the turbine outlet casing
(160) as turbine damage could occur. Ensure that the 'O' ring seals are located and
not dislodged during fitting if the integrated oil system is being used.

1. Fit the cartridge assembly to the turbine outlet casing (101).

2. Fit the 4 mounting bolts to the foot. Refer to engine manufacturer’s recommendations
regarding torque load.

3. Fit the washers (117) and nuts (118) to the studs (116) on the turbine outlet casing.

4. Fit the alternate oil drain pipe if used.

5. Connect the alternate oil feed pipe if used.

6. Fit the air filter silencer or side entry casing.

7. Connect the compressor water wash pipe.

8. Connect the speed measuring sensor.

9. Fit the insulation panels to the turbocharger.

7.12 ASSEMBLY OF TURBINE INLET CASING (Refer to Fig. 7.9)

1. Place the nozzle ring (120) onto the turbine inlet casing (101).

2. Place the nozzle clamping ring (121) onto the nozzle and align the 6 holes.

3. Fit the 6 caphead screws (122) and disc-lock washers (120) to the nozzle and clamping ring.
(See Table 6.2 for Torque load).

NOTE: Use Rocol ASC251T on the screw threads.

 Re-Assembly

Support for Turbine

Outlet Casing

Turbine End
Mounting

Fig. 7.10 Fitting Cartridge Assembly to Turbine Outlet Casing

7.13 FITTING COMPLETE TURBOCHARGER (Refer to Fig. 7.9)

If a complete turbocharger is to be fitted complete all operations up to 8.10 then proceed as

follows.

CAUTION: Use extreme care when locating the turbine outlet casing onto the main casing as
turbine damage could occur.

1. Fit the shroud ring (130) to the turbine outlet casing (160).

2. Fit the 6 caphead screws (131) with disc-lock washers (132) and torque load. (See Table at
6.2)

NOTE: Use Rocol ASC251T on the screw threads.

3. Fit the turbine outlet casing (160) to the main casing (200).

4. Fit the set screws (safety devices) to the turbine outlet casing to main casing.

5. Fit the washers and nuts to the studs on the turbine outlet casing.

6. Fit the 'C' seal (125) to the turbine inlet/outlet interface.

7. Fit the turbine inlet casing to the turbine outlet casing using the spacers (117) and nuts (118).

8. Fit the turbine end mounting foot and torque load the nuts. (See Table at 6.2)

9. Fit the insulation panels to the turbocharger.

10. Using suitable lifting equipment lift the turbocharger into position on the engine.
 Re-Assembly

CAUTION: When positioning the turbocharger ensure that it remains level and that the 'O'
rings for the integrated oil system are not trapped.

11. Fit the 4 mounting bolts to the foot. Refer to engine manufacturer’s recommendations
regarding torque load.

12. Fit the 4 mounting bolts to the turbine end mounting foot.

13. Connect the compressor outlet.

14. Fit the alternate oil drain pipe if used.

15. Fit the alternate oil feed pipe if used.

16. Fit the air filter silencer or side entry casing.

17. Connect the compressor water wash pipe.

18. Connect the speed measuring sensor.

 CHAPTER 8 TOOL LIST

8.1 Care of Tool Kit

8.2 List of Tools

 Tool List

8.1 CARE OF TOOL KITS

A set of tools should be ordered with the turbocharger. It is comprised of all the tools listed in
section 8.2. Two different kits are available, one for integrated and one for non-integrated
turbochargers.

It is suggested that all tools for servicing the turbocharger and in particular the multi-purpose
assembly and removal tool, should be thoroughly cleaned after use.

The tools, and in particular their screw threads, should be treated with a soft preservative (such
as DEF.2231) and returned to their storage area.

NOTE: All customer connecting flanges and other turbocharger threads are drilled and
tapped to I.S.O. Metric Coarse Thread Series

8.2 LIST OF TOOLS

Tool List
Tool List
 CHAPTER 9
SUPPLEMENTARY INFORMATION

9.1 Turbocharger In-Service Cleaning

9.1.1 Compressor Washing

9.1.1.1 Installation
9.1.1.2 Frequency of Washing
9.1.1.3 Cleaning Fluid
9.1.1.4 Cleaning Operation

9.1.2 Turbine In-Service Cleaning

9.1.2.1 Frequency of Washing

9.1.2.2 Cleaning Fluid
9.1.2.3 Engine Operation During Turbine Cleaning
9.1.2.4 Cleaning Procedure

9.2 Emergency Operation

9.2.1 Rotor Locking

9.2.2 Blanking

9.2.2.1 Turbine Outlet Casing Blanking

9.2.2.2 Main Casing Blanking
 Supplementary Information

9.1 TURBOCHARGER IN-SERVICE CLEANING

Turbine Side Components

Fouling to the turbine side components is caused by the deposition of particulates carried in the
exhaust gases. These comprise combustion by-products as well as unburnt fuel, and include long
unburnt carbon molecules as well as corrosive sulphur and very hard abrasive Vanadium
Pentoxides, the carbon providing an effective binder. This is particularly true in HFO applications.
Distillate fuels do not normally present serious fouling problems.

The nozzle is most at risk from fouling. The effect is deterioration in performance (due to
constriction of the nozzle throat area), which is noticeable through an increase in turbocharger
speed and turbine inlet temperature.

Compressor

Particulate matter entering with the ingested air may slowly accumulate on the working surfaces of
the compressor. The rate at which the surface contamination takes place depends on the working
environment of the engine but is exaggerated if oil vapour is present in the air stream. This may
also occur over time, when air intake filters are fitted to a turbocharger.

In order to maintain the optimum performance from the turbocharger during the periods between
overhauls, the compressor and turbine can be washed.

It is important that the instructions for washing are followed closely, as incorrect methods
could cause severe damage to the turbocharger.

It is also important to follow guide-lines on the frequency of washing, as too long a period
between washes may allow a heavier build up of hardened deposits which will be difficult
to remove by water injection, thus necessitating a strip down of the turbocharger. Partial
removal of heavy deposits may lead to rotor imbalance and consequential catastrophic
failure.

9.1.1 COMPRESSOR WASHING

There are 2 methods of compressor washing which can be used, pneumatic or syringe. Pneumatic
is the normal method, for ease of operation and consistent results. See Fig 8.1 for typical
installation of equipment for compressor washing.

Compressor washing should be carried out using warm fresh water only.
 Supplementary Information

Fig. 9.1 Typical Installation of Equipment for Compressor Washing

9.1.1.1 INSTALLATION

Where pneumatic injection is used, a fluid dispensing vessel of fixed volume is required. This is
generally mounted on the engine adjacent to the turbocharger, and is pressurised from the
turbocharger compressor outlet or from the engine charge air manifold.

Compressed Air
In
Water Charge
Out

Water Charge
Release

Pressure Vessel
Isolating Valve

Figure 9.2 Pneumatic Water Washing Pressurised Container

 Supplementary Information

9.1.1.2 FREQUENCY OF WASHING

The frequency of washing the compressor during operation depends on the environmental
conditions in which the engine is operating, the engine duty and the frequency of filter
maintenance.

Typically, once a week gives satisfactory results for a reduced duty “normal” environment.

If more than one turbocharger is fitted to an engine, then both turbochargers should be
cleaned. However, they should be cleaned one after the other, not at the same time.

9.1.1.3 CLEANING FLUID

Optimum results will be obtained by using warm fresh water, no additives should be used.

9.1.1.4 CLEANING OPERATION

Before commencing the wash procedure record the turbocharger air delivery pressure and the
turbine inlet temperature: these can be used to assess the efficiency of the wash.

With the engine operating at about 75% load, the container filled with 0.75 litres of warm water is
pressurised and injected into the compressor wheel.

Record the turbocharger air delivery pressure and the turbine inlet temperature and compare
these with the readings taken before the wash to assess the effectiveness of the wash.

If the first cleaning attempt appears to be unsuccessful, then the engine temperatures and
pressures must be allowed to stabilise (typically 10 minutes at load) before a further attempt is
made.

If subsequent attempts are unsuccessful in improving engine performance, then consideration

should be given to overhauling the turbocharger and engine.
 Supplementary Information

9.1.2 TURBINE IN-SERVICE CLEANING

During engine operation the turbine nozzle vanes and rotor blades may become coated with
deposits. The rate of build-up is more severe with lower grades of fuels such as HFO. From
NAPIER’s long experience with many types of fuel, it has been found that the best method of
turbine cleaning during engine operation is by means of water washing. Injection of water just
upstream of the turbine nozzle in the form of spray allows water droplets to impinge upon the
nozzle and turbine blades. The droplets remove the deposits by a combination of scouring and
dissolving actions.

A thin coating of deposits on the nozzle and rotor blades has a negligible effect on the turbine
performance but if deposits become excessive the turbocharger performance can alter
significantly. Coatings that are deposited unevenly will affect the dynamic balance of the rotor.

In-service cleaning of the turbine, if carried out as part of a routine schedule, assists in maintaining
optimum turbine performance between turbocharger overhauls. However, operators should realise
that whilst this cleaning operation is very useful, it is supplementary to and not a substitute for the
periodic overhaul of the turbocharger as stipulated in this manual.

Turbochargers fitted with this facility have fluid injectors fitted at convenient positions on the
turbine inlet casing (see Fig 9.3). The injector orifice geometry ensures good water distribution
around the nozzle. The water supply should be isolated when not washing and snap fit connectors
and / or shut-off valves are generally used.

Water Wash
Injector

Engine
Exhaust Flow

Fig. 9.3 Typical Arrangement of Turbine Washing Equipment in Turbine Inlet Casing
 Supplementary Information

9.1.2.1 FREQUENCY OF WASHING

The optimum period between cleaning operations will vary from installation to installation and from
one fuel type to another, and may also depend on the type of lubricant used.

Under “normal” operating conditions, engines running on medium quality residual fuel have found
that periods of 200-250 running hours between cleaning to be satisfactory. HFO 2 operation will
require cleaning on a more regular basis.

However, this may be varied to suit other maintenance, or to correspond to a time when engine
load is reduced to meet operating demands.

9.1.2.2 CLEANING FLUID

Optimum results will be obtained by using de-mineralised water, although fresh domestic water is
acceptable. No additives should be used.

9.1.2.3 ENGINE OPERATION DURING TURBINE CLEANING

Water washing is most effective when carried out at 15% to 25% of full engine output, provided
that the water supply pressure is maintained. In order to ensure that components are not subject to
excessive thermal fatigue, it is critical that the turbine inlet temperature does not exceed 450 C at
the onset of cleaning.

Table 9.1 shows the flow rates that could be expected for a range of pressure drops and injector
configurations. Pressure drop in this instance is the water supply pressure less the static exhaust
pressure.

Flow Rate (litre / min)

P (barg) Single entry/ 3 entry 2 entry 4 entry

across water
injector 3 injectors 2 injectors 4 injectors

1 13 9 18

2 19 13 25

3 23 15 31

4 27 18 36
P (barg) is defined as water injection pressure less the static exhaust
pressure.
barg – bar gauge

Table 9.1 Turbine Water Washing Flow Rates

 Supplementary Information

9.1.2.4 CLEANING PROCEDURE

1. Record the boost pressure, turbine inlet temperature and turbocharger speed for later use
when assessing the efficiency of cleaning and any subsequent deterioration in performance.

2. Reduce the engine output so that the turbine entry temperature is lower than 450C.

3. Operate the engine at this condition for 10 minutes to allow stabilisation of thermal conditions.

4. Open drains and check that these are not blocked with deposits, by means of a short probe.

5. Connect the water supply to the washing pipe, open the supply valve and inject for a period
of 5 minutes (or less if any alarms sound such as exhaust gas exit valve high temperature).
Continue to observe the drains to ensure that the system is not being flooded. Whilst being a
worthwhile check, water flow from the drains is not a suitable gauge of washing effectiveness.

CAUTIONS: 1. Failure to do this may result in serious damage to the turbocharger

and engine.

2. The scalding temperature of hot water is 70°C.

6. Turn the water supply off and allow the temperatures to stabilise.
CAUTION: Failure to do this may result in serious damage to the turbocharger and engine.

7. Ensure that the drain points are clear from sludge or other deposits before closing them.

8. Return the engine to operational load and repeat the readings taken under para. 1 for
comparative purposes. Through this process, and in conjunction with monitoring of the
exhaust temperatures during washing, it will be possible to refine the procedure and either
inject for less than or longer than 5 minutes (depending on the effect on temperatures), or
inject more than once, with a period of temperature stabilisation in between.
 Supplementary Information

9.2 EMERGENCY OPERATION

If a defect occurs which prevents further operation of the turbocharger, by isolating the
turbocharger, it may still be possible to run the engine, albeit at greatly reduced output. Running the
engine in this condition leads to higher engine temperatures for given loads, and therefore the
exhaust engine temperature must be closely observed. There are two methods of isolating the
turbocharger as described below.
CAUTION: If the TC nozzle is severely damaged it must be removed to prevent severe, or total
restriction of the exhaust gas flow. If the engine is fitted with exhaust back-pressure
instrumentation, a restriction due the nozzle can be assessed quickly, without the need
for a time-consuming strip-down and inspection.

Unless the engine has a secondary means of charge air compression, the two-stroke engine will
not function with the TC isolated.

NOTE: The turbocharger is required to be stripped for complete inspection and cleaning, at
the earliest opportunity.

9.2.1 ROTOR LOCKING

This is the quickest way to isolate the TC, and involves securing the damaged rotor to prevent
rotation, without dismantling the TC (see Fig 9.4). The Air Filter Silencer is removed and the
Impeller Locking Tool, (contained in the NAPIER toolkit), is used to restrain the impeller.

Since the impeller is left in place and locked, the air ingestion to the engine will be severely
constrained. On four-stroke engines scavenge air will continue to be drawn through the impeller,
cooling the turbocharger.

Socket (1002*)

Impeller Reaction
Plate (1002*) Tie wraps to prevent
movement of T-bar
Bolts securing under vibration
reaction plate to
AFS mounting
T-Bar with
holes
¾” drive

Figure 9.4 Rotor Locking ( * - refers to Item No. in tool list, Section 8.2)
 Supplementary Information

9.2.2 BLANKING

Blanking-off is a more robust method than shaft locking - but more time consuming, since it requires
the TC to be partially dismantled.

Blanking plates are used to maintain the air and/or gas circuit through the TC turbine outlet and/or
volute.

The TC nozzle will be accessible for inspection during the blanking procedure, and if severely
damaged it must be removed, to prevent dangerous restrictions of exhaust gas flow.

The two types of blanking system complete with fixing and fitting instructions, are available as
service items from NAPIER Turbochargers for various frame sizes as follows:

9.2.2.1 TURBINE OUTLET CASING BLANKING

The cartridge must be removed for the implementation of this method.

After the cartridge has been removed the blanking plate is bolted to the turbine outlet casing (see
Fig 8.5), and fitted back onto the engine. Exhaust gas can now flow straight into the uptake without
restriction, (provided the nozzle is in good condition or has been removed).

If the turbocharger has integrated oil feed no modifications are necessary, however for non-
integrated models the external oil feed to the turbocharger must be terminated.

Blanking Plate

Figure 9.5 Turbine Outlet Casing Blanking

NOTE: Removal of the cartridge, and therefore the compressor casings, effectively makes the
normal air intake ducting and filtration system, redundant. Separate provision will need
to be made to prevent the ingestion of larger particles, into the charge air cooler.
 Supplementary Information

9.2.2.2 MAIN CASING BLANKING

This assembly consists of two plates with a central retaining bolt, which effectively replaces the
rotor, blanking off the main casing from the volute and turbine outlet casing. This is a more time
consuming procedure than removal of the cartridge, followed by blanking of the turbine outlet
casing. The advantage however, is that the main casing, and therefore the compressor casings,
remain mounted to the engine in the usual way (See Fig 9.6). The air intake ducting and filtration
hence continue to provide protection.

Either the volute can be refitted with the turbine outlet casing, or the turbine outlet casing can be
fitted to the main casing with the safety screws.

Both integrated and non-integrated turbochargers must have their oil feeds terminated with this
system. Integrated units require a blanking plug (available from NAPIER) to be fitted to the
turbocharger foot.

Blanking Plate

Blanking Plug

Figure 9.6 Main Casing Blanking

 CHAPTER 10
SPARES AND SERVICE FACILITIES

10.1 Spare Parts List

10.2 Procedure For Ordering Spare Parts

10.3 Training Courses

10.4 Publications

10.5 Factory Overhauls

10.6 Customer Service Support

10.6.1 Technical Support

10.6.2 Approved Servicing Organisation

 Spare Parts List for:

NAPIER 297
TURBOCHARGER

NOTE: The quantities listed are the maximum required for any combination of build

NAPIER Turbochargers
P.O. BOX 1, LINCOLN

LN5 7FD, ENGLAND

TEL: +44 (0) 1522 516666 FAX: +44 (0) 1522 516667

E-mail: enquiry@napier-turbochargers.com
 Spares & Service Facilities

10.1 TURBINE INLET/OUTLET CASINGS

110
111
119
112
100
113
114
125 115

120

121
160 123
122
143
140
117

116
143

141 142
3
115

TURBINE INLET/OUTLET CASINGS

CODE
ITEM DESCRIPTION QUANITY
NUMBER

100 Turbine Inlet Casing 1

110 Capscrew – Turbine Wash V 9

111 Turbine Wash Blanking Plate 3

112 Turbine Wash Injector Plate V 3

113 Turbine Wash Injector V 3

114 Turbine Wash Injector V 4

115 Plug – Temperature 8

 Spares & Service Facilities

CODE
ITEM DESCRIPTION QUANITY
NUMBER

116 Stud – Turbine Inlet/Outlet Casing 12

117 Spacer – Turbine Inlet/Outlet Casing 12

119 Spring Tension Pin V 3

120 Nozzle* 1

121 Nozzle Clamp Ring 1

122 Capscrew – Clamp Ring 6

123 Disc-Lock Washer 6 Pairs

125 ‘C’ Seal – Turbine Inlet/Turbine Outlet 1

130 Shroud 1

131 Capscrew – Shroud 6

132 Disc-Lock Washer 6 Pairs

140 Turbine End Mounting Foot 1

141 Stud – Mounting Foot 7

142 Washer – Plain 7

143 Nut – Turbine End Mounting Foot 19

160 Turbine Outlet Casing 1

162 Drain Cover 2

163 Drain Cover – Joint 2

164 Bolt – Safety Main Casing/Turbine Outlet 3

165 Nut – for 164 – Not Illustrated 3

166 Washer Plain – for 165 3

167 Setscrew – Safety Main Casing/Comp Out 3

V – Part is not applicable for every turbocharger build

* – Details for item 120 can be found on the turbocharger data plate
 Spares & Service Facilities

MAIN CASING AND NON INTEGRATED OIL OPTION

225
234

235

230
233
231
229 232
226 or
239 & 240
227 228
201

206
209
200 208

202

215 214
216
213
204
203
205
212
206
219 211

217

222
218
115 224
207 237 236
220 223
210
208
208 211
 Spares & Service Facilities

MAIN CASING AND NON INTEGRATED OIL OPTION

CODE ITEM DESCRIPTION QUANTITY

NUMBER

200 Main Casing 1

201 Cone 1

202 Bearing Housing Turbine End 1

203 Oil Feed Pipe 1

204 Bearing Housing Compressor End 1

205 Major Thrust Plate 1

206 ‘O’ Ring Bearing Housings 2

207 Caphead Screw – Major Thrust Plate 6

208 Caphead Screw – Bearing Hsg/seal Plate 18

209 Bearing Turbine End 1

210 Bearing Compressor End 1

211 Retaining Ring – Bearings 2

212 ‘O’ Ring – Oil Transfer Tube 3

213 Bearing Housing Plug 1

214 Anti-Rotation Screw 1

215 Capscrew – Cone 6

216 Disc-Lock Washer – Cone 6 Pairs

217 Seal Plate 1

218 Seal Ring – CE 1

219 Seal Ring – TE 2

220 Sealing Caps 3

115 Plug-Alternative Lub Oil Inlet 2

222 Oil Drain Cover 2

223 Joint Oil Drain 2

224 Setscrew – Oil Drain Cover 4

 Spares & Service Facilities

CODE ITEM DESCRIPTION QUANTITY

NUMBER

225 Oil Inlet Manifold V 1

226 Manifold Bracket V 1

227 Lub Oil Strainer V 1

228 Bonded Seal V 1

229 Oil Inlet Pipe V 1

230 Male Stud Coupling V 3

231 Setscrew – Manifold Bracket V 2

232 Spring Washer V 2

233 Capscrew – Low Head V 4

234 ‘O’ Ring V 1

235 Blanking Plug (Manifold) V 1

236 Spring Washer M10 – Oil Drain Cover V 4

237 ‘O’ Ring Seal V 1

239 Male Stud Fitting V 1

240 Reducing Thread Adaptor V 1

V – Part is not applicable for every turbocharger build

 Spares & Service Facilities

ROTOR ASSEMBLY and COMPRESSOR OUTLET CASING

403

401

402

304
300

306
308
305
303
301
115
312
308 307

306

302

313

800
309
311
310

515
516
500
 Spares & Service Facilities

COMPRESSOR OUTLET CASING

CODE ITEM DESCRIPTION QUANTITY

NUMBER

300 Compressor Outlet Casing 1

301 Compressor Insert 1

302 Packing Ring 1

303 Peelable Shim – Compressor Insert 1

304 Diffuser* 1

305 Stud – Compressor Outlet/Main Casing 12

306 Nut – for item 305 and AFS 24

307 Stud – AFS or Side Entry Casing 12

308 Spring Washer – for items 305 & 307 18

309 Caphead Screw – Packing Ring 1

310 Caphead Screw – Compressor Insert 8

311 Disc-Lock Washer 8 pairs

312 Washer Plain - for item 307 6

313 ‘O’ Ring – Compressor Insert 1

115 Plug 2

* – Details for item 304 can be found on the turbocharger data plate.

ROTOR ASSEMBLY

400 Rotor Assembly* 1

401 Thrust Collar 1

402 Impeller* 1

403 Shaft and Blisc Assembly* 1

* – Details for items 400, 402 & 403 can be found on the turbocharger data plate.
 Spares & Service Facilities

AIR FILTER SILENCER & SIDE ENTRY CASING

CODE ITEM DESCRIPTION QUANTITY

NUMBER

500 Air Filter Silencer 1

510 Side Entry Casing 1

515 Compressor Water Wash Pipe 1

516 Compressor Water Wash Coupling

SPEED MEASURING

800 Speed Sensor Probe 1

TURBINE OUTLET CASING INSULATION

900 Insulation 1

*Order by orientation of outlet.

 Spares & Service Facilities

10.2 PROCEDURE FOR ORDERING SPARE PARTS

When ordering spare parts please specify the following information:

 Turbocharger Frame Size

 Turbocharger Serial Number: If this is not visible, please include: Engine Type & Serial
Number

 Installation details: Location & application of the unit including geographical details.

 Parts required. These should be referred to from the parts list in section 10.1

Following these instructions will enable the unit to be easily identified and so simplify the ordering
process.

10.3 TRAINING COURSES

NAPIER has a Training Centre at its Lincoln works which provides courses for it’s customers’
technicians concerning the operation, maintenance and overhaul of turbochargers. The courses
are largely practical with supporting lectures.

The topics of these courses cover the basic theories behind turbocharging a diesel engine, the
design features of the range of NAPIER turbochargers, and how they may be operated and
maintained.
The training workshop is equipped with a selection of NAPIER turbochargers. The practical
elements of the courses include:
 instruction in the selection and the correct use of tools,
 methods of inspecting parts,
 how to change components as a result of technical improvements,
 the correct method of ordering spare parts
However each course will tailored to needs of the individuals.
Trainees will also be able to witness the manufacturing and test facilities at NAPIER Turbochargers
and the strict Quality Control procedures under which the components are manufactured and
assembled.

Training courses may also be run at customer sites in both the UK and overseas. Full details will
be supplied on request.

On completion of the course, the NAPIER Turbochargers ‘CERTIFICATE OF COMPETENCE’ shall

be presented. These training certificates are security coded against copying, remain the property of
the sponsoring company and list the delegate’s name and the types of turbocharger on which
training was received.

10.4 PUBLICATIONS

A copy of this instruction manual, complete with spare parts list, is supplied with each turbocharger.
Additional copies of manuals may be purchased.
 Spares & Service Facilities

10.5 FACTORY OVERHAUL

At Lincoln we have established, as an important part of our Customer Support Services, special
facilities for the overhaul of used turbochargers.

The same procedures apply to the rebuilding of these units as to new production units. Dynamic
balancing of rotating assemblies, crack detection of component parts, ultrasonic and pressure
testing of casings, sophisticated equipment for the cleaning and descaling of the returned units, are
all available to the overhaul facility.

Turbochargers overhauled in this facility will carry a manufacturer’s six-month guarantee.

Customers are advised of recommendations for reconditioning or renewal of parts, together with a
complete inspection report on all components.

10.6 CUSTOMER SUPPORT SERVICES

10.6.1 Technical Support

Qualified engineers can attend the commissioning of new installations and are
experienced in the operation, installation and maintenance of turbochargers. They are
available to attend at short notice whenever and wherever their services are required.

10.6.2 Approved Servicing Organisations

Our Approved Servicing Organisations are available at any time to provide technical
advice, spare parts and service assistance world-wide. Copies of the Global Support
Network Directory are available from the Service Department of NAPIER Turbochargers.

Tel: +44(0) 1522 516633

Fax: +44(0) 1522 516669

E-mail: enquiry@napier-turbochargers.com